Temperature control apparatus



March 12, 1946. A. WINTHER ET AL TEMPERATURE CONTROL APPARATUS 9 Sheets-Sheet l March -12, 1940. A. WINTHER ET AL TEMPERATURE coNTRoL APPARATUS Filed April 26, 1937 9 Sheets-Sheet 2 March 12, 1940. A WINTHER Er AL, 2,193,185

TEMPERATURE CONTROL APPARATUS Filed April 26, 1957 9 sheets-sheet 5 March 12, 1940. A. WINTHER Er A1.

TEMPERATURE CONTROL APPARATUS Filed April 26, 1957 9 S1*1eef,s-Sheefl 4 March 12, 1940. v A. wlNTHER ET A1.

TEMPERATURE CONTROL APPARATUS Filed April 26, 1937 9 Sheets-Sheet 5 9 Sheets-Sheet 6 wowwww Qu A. WINTHER ET AL TEMPERATURE CONTROL APPARATUS Filed April 26. 1957 A i Q March 12, 1940.

March 12, 1940. A. wlNTHr-:R ET A1.

TEMPERATURE CONTROL APPARATUS Filed April 26, 1937 9 Sheets-Sheet 7 AWIIAI iii March 12, 1940. A. wlNTHx-:R ET A1.

TEMPERATURE CONTROL APPARATUS Filed April 26, 1937 9 Sheets-Sheet 8 March 12, 1940. A. WINTHER p -r AL 2,193,185

TEMPERATURE CONTROL APPARATUS l Filed April 26, 1937 9 Sheets-Sheet 9 F1614. A y

Ratented Mar. 12, 1940 Anthony Winther. Kenosha, Wis., and Martin P. Winther. Waukegan, Ill., and Mark Kindt,

Kenosha, Wis.

Application April 2B, 1937, Serial No. 138,986

n 24 Claims. This invention relates to temperature control Y apparatus for vehicles, and with regard to certain more specific features to apparatus of this class in which driving is effected from a moving part of the vehicle.

Among the several objects of the invention may be noted the provision of apparatus for maintaining a predetermined temperature within a vehicle, .auch as a freight car, when the vehicle is in an outside atmosphere of a temperature which is either higher or lower than said predetermined temperature; the'provislon of apparatus of the class described whichlis eiective to maintain the predetermined temperature while the car is moving or while it is stationary, and in the latter case lboth when it is at a source of electric energy and when it is not; the)provision of apparatus of the class described which is adapted to operate efiectively under adverse conditions, requiring lit--A tle adjustment or repair over long periods; and the provision of apparatus of the class described which is compact in form and which is economical compared to the present method of partial temperature control. y

Other objects vwill be in part obvious and in part pointed out hereinafter.

The invention accordingly comprises the elements and combinations oi' elements, features oi.' construction, and arrangements of parts which will be-exemplii'ie'd vin the structures hereinafter described, and the scope of the application of which will be indicated in the following claims.

In the accompanying drawings, in which are illustrated several of various possible embodiments of the invention,

Fig. 1 is a longitudinal section taken through a refrigerator car showing application of the invention thereto; l e

Fig. 2 is a plan view of Fig. 1, parts belng broken away to show certain features in plan view;

Fig. 3 is an enlarged plan view of the running gear shown in Fig. 2;

Fig. 4 is a cross section taken on line I-I of Fig. 3;

p Fig. 5 is an enlarged vertical section taken on line 5--5 of Fig. 3, parts being broken away to indicate details;

Fig. 6 is a plan view of the parts shown in Fig. 5, except that they are in a position corresponding to the same parts shown in Fig. 3, portions being broken away to show details;

Fig. 'I is a right-end viewof Fig. 6; l

Fig. 8 is an enlarged plan view of certain portions of Fig. 3, parts being broken away to show details;

frame 33 of the car I.

journals 29 is soarranged with respect to the (Cl. 17h-313) Fig. 9 is a vertical section taken on line l-l of Fig. 8;

Fig. l0 is a diagrammatic electrical and mechanical layout basically illustrating one form of the invention;

Fig. 11 is a view similar to Fig. 10, but illustrating a modiiled form of the invention;

Fig. 12 is a longitudinal section of certain heating apparatus shown in Fig. 11; l

Fig. 13 is a diagrammatic layout of a refrigerating and heating circuit;

Fig. 14 is a plan view of apparatus used for armature polarization;

Fig. 15 is a section taken online IS-IS of Fig. 16 is a diagrammatic view showing certain armature polarization-characteristics; and,

Fig. 17.15 a diagrammatic view oi' an alternative vacuum control apparatus.

Similar. reference characters indicate corresponding parts throughout the several views of therdrawings.

Referring .now more particularly to Fig. 1, there is shown at numeral I the insulated body of a'refrigerator car which is supported upon suitable trucks l, the latter being supported upon axles i and associated wheels 1. In the ends of he car l are Vsuitable refrigerating compartments 8 having intake ducts II at their lower ends and exhaust ducts I3 at their upper ends. In the exhaust ducts are located heat exchange apparatus.

One of the axles 5 (Figs.` 1-3) has clamped thereto a metal drum I5 having a rounded surface for engagement with a solid rubber tire I1 of a wheel I9. The wheel I9 is carried upon and keyed to a journal 2l (Figs. 5-7). The journal 2I extends through a bearing 23 which is supported within a swinging frame 25. The frame 25 swings on bearings 21 which are carried upon journals 29 (Figs. 2 and 3). The journals 29 are carried in supports 3i associated with the The center line of the center line oithe wheel I0 and of the drum I5 that the tire I'l normally gravitates toward and rests against said .drum I5. The surface of the drum i5 is arcuate, and its horizontal radius of curvature at the point of contact with the tire I'l has its center at or near the center of pivoting of the corresponding car truck, so that as the truck swivels with respect to the frame 33 upon a curve, the tire I1 can traverse the surface of the drum I5 without much movement of the frame 25.

Gravity, by reason o! the weight of the parts associated with the frame 25, is enough to eiect a substantial driving friction between the drum I5V and the tire |1 so that a diaphragm-type, suction pump 35 which is carried upon a housing 31 associated with the frame 25 may alwaysv be driven. As shown in Fig. 6, the journal 2| has associated therewith in the housing 31 an extension 39 which carries a cam 4| (see also Fig. 5). The cam 4| drives a follower 43 which operates the suction pump 35. As stated, friction between the drum |5 and tire |1 due to the weight of the parts on the frame is normally enough to drive said pump 35 to effect a vacuum in a line 44 leading therefrom (Figs. 5 and 10). A1- though the line 44 is sometimes open to the atmosphere, in which event a vacuum therein would be broken, it is to be understood that when the line is cut oi from the atmosphere, as it may be, that the pump will automatically draw a vacuum therein, as long as the car is moving.

The journal 2| also has keyed thereto a bevel gear 42 which drives a bevel pinion 45 journaled in said housing 31. The pinion 45 drives a flange 41 with which, through a known universal joint and spline connection 2, is connected with a drive shaft 49. The driveshaft 49 extends to and connects with (through another universal joint 19) a flange 5| of an inductor unit shown generally at I. The inductor I operates electrcmagnetically and through it is driven the refrigerating apparatus to be described.

Inasmuch as the load to be driven. by the inductor I is greater than could be overcome by frictional force between the drum I5 and tire I1,

.as determined by gravity action alone of the frame 25, provision is made for increasing the pressure between the drum I5 and tire` I1. The pressure mechanism (Figs. 1 and 10) is constituted by a bell-crank 53 pivoted at 55 to a suitable point on the frame 33. One of the arms of the bell-crank 53 carries a pressure roller 51 which engages a flat 4 on the frame 25 to press the frame downwardly upon proper rotation of the bell-crank 53. Fig. 1 shows this bell-crank merely diagrammatically, for clarity.

Another arm 5 of the bell-crank 53 is articulated with a piston rod 58 which carries a piston 59 sliding in a cylinder 6 I, the latter. as shown in Fig. 10, being in communication with said pipe M by way of a pipe 63. The side of the piston 59 adjacent the rod 51 is open to the atmosphere as indicated by ports 55. A compression spring 61 normally draws piston 59 to the left and forces the bell-crank 53 to released position with respect to pressure on the frame 25. This condition occurs whenever there is no vacuum drawn in the cylinder 5I.

No vacuum is drawn in cylinder 5| whenever the inlet opening 59 of another communicating f pipe 1| is open. 'I'he inlet opening 59 is under control of a valve 13 carried on the end of a bi-metallic, temperature-responsive, control member 15 which is positioned within the connes of the car I and responds to temperature diil'erences therein. When the car temperature increases beyond a predetermined point, the bimetallic member 15 moves to close the inlet 59, whereupon the constantly moving suction pump 35 draws a vacuum in the line 93 and cylinder 5|.

Whenever a vacuum is drawn in the cylinder 9|, the piston 59 is drawn to the right, thereby. through bell-crank 53, pressing down the frame 25 to induce a greater tangential driving force between the drum I5 and tire I1. Thus the high pressure between the tire I1 and drum I5 is employed oniy when required to drive the temperature contrcling apparatus. Otherwise only the low-presser the pump 35.

arm 11 on the cell-crank 53 serves tain switches for effecting electricai ornpressor and the like, and which in proper order.

In Fig. 17 is shown an alternative thermostatic control in which like numerals designate like parts. En this form the belicws type of thermostat 1S is substituted for 'the bi-metal type 15 of Fig. lf). Upon heating, a volatile in the bellows 15 expands to cause valve 13 to close off the inlet 69 from suction pipe 1|. 'I'he apparatus of Fig. 1'1 has other features which will be described later in connection with certain alternative heating means.

The temperature controlling apparatus includes a compressor 19 (Fig. 10) which is to receive energy from the drive shaft 49. The apparatus for transmitting this energy is shown in Figs. 4, 8 and 10.

The drive shaft 49, through universal joint 13, is coupled to a quill 8| ported within bearings 83 and 85. The bearings 85 are within a housing which is indicated generally at numeral 89, the same supporting various rotating parts, as will be shown. The other bearing 83 is within a relatively rotatable driven memberv 9| which is carried upon an outer and hollow quill 93. The hollow quill 93 is supported within bearings 95 and 95 within said housing 59.

The driving quill 8| has keyed thereto a magnetic cup or drum 91 which has an inner, smooth, magnetic-ux-receiving face 99 adjacent fluxconcentrating teeth |0I upon the periphery of the driven member 9|. The magnetic drum 91 also has a smooth face |83 adjacent an outer smooth face |05 of the enclosing frame 89. The portion of the frame 89 adjacent the face |85 is x'ra'gnetic and carries a peripheral electromagnet The electromagnet |01 is of torio shape and sets up a torio magnetic iield which passes through (1) the magnetic drum 91, (2) the adjacent magnetic portion oi' the housing 89, (3) through the main body of the driven member 9| (this is also magnetic at this point), and (4) through the teeth IUI, traversing three flux gaps respectively between members I||| and 91 (a toothed gap); 91 and 89 (a smooth gap); and 89 and 9| -(a smooth gap), indexed as A, B and C respectively; 'Ihe inductive, eddy-current effeots cause translation of rotation'i'rom the driving member 91 to the driven member 9|, the drive approaching synchronism as the exciting current in the coil |81 is increased. This class of inductive drive has been disclosed heretofore in the Anthony Winther United States Patent 2,106,542, dated January 25, 1938. By the above means the quill 93 is driven inductively from quill 8|.

Keyed to quill 93 are gears |99 and III. The former is meshed with a gear ||3 which iskeyed to a counter-shaft ||5 supported in bearings ||1 and I|8 in said housing 89. 'I'hus counter-shaft ||5 is driven from the outer or driven quill 93.

The gear ||3 rotatably supports governor weights ||8 arranged to move outwardly under centrifugal force caused by the rotation of the gear ||3. Control members |2| press against a ilange |23 o! a sleeve |25 on shaft ||5, the sleeve |25 carrying a laminated iron armature |21.

iriving effect is used for continuous- 'I'he form of the armature (|21 is that of a irustrum of a cone. A spring |29 reacts between the armature |21 and the support for the pole pieces |3| normally to push the armature and its supporting sleeve |25 toward the left so that the flange |23 contacts with the roller members l |2| to react against the outward movement of the governor weights 9. As the speed of the shaft ||5 increases, the governor weights move outwardly to force the sleeve |25 to the right, carrying with it the armature |21. When the `speed of the shaft ||5 is reduced the reverse effect is obtained under action of spring |29.

Magnetically associated with the armature |21 are three magnetic pole pieces |3|, also composed of laminated iron, and carrying exciting 'coils |33 (Figs. 4 and 10). Two of the ,poles |3|` are of a given polarity and the third one is of opposite polarity. The ends of the poles 3| are formed as segments of a hollow truncated cone in order to accommodate the truncated form of the armature |21 as it moves,to the right. By the movement of the magnetic armature |21 to the right, the flux gap between poles |3| is rendered more magnetic, and vice versa, so that if alternating currents be applied to the coils |33, the armature |21 will function as a means for varying the reactance in the circuit which feeds said coils |33. The entire device within the housing 89 which is under control of the governor on the gear ||3 will/hereinafter be referred to as the variable reactor R.

The shaft ||5, as shown in Fig. 10,' is connected to a shaft |9| which carries the armature of a motor M, and passes on to a generator G-I which corresponds in form and in function to the alternating-current generator G, hereinafter descrlbed. However, the alternating-current circuit of the generator G-l is connected only to the circulating vfans for circulating air within the car, which fans will be mentioned more specifically hereinafter.

The compressor 19 is driven from a countershaft |35 and a coupled shaft |89. To shaft |35 is keyed a spur gear |31 Awhich is driven from said The armature member |43 is variably magnetized by means, which will be described hereinafter, to provide alternate north and south magnetic poles on its smooth, cylindric exterior. 'I'he number of pairs of poles is a matter of design, two of eachl polarity being used in the present example. Fig. 16 diagrammatically illustrates the magnetic polarization characteristics of the armature |43.

The polarized armature |43 rotates within inductor or generator windings |45, these being wound upon suitable magnetic cores |41 and being adapted by the rotation of the armature |43 to have alternating currents induced therein. Hereinafter the rotating armature 43, together with the coils |45 will be referred to generally as an alternating-current generator G.

The generator windings |45 are placed in the same alternating-current circuit |49 as are the reactor coils |33 of the reactor R l(Ii'ig. 10). ThisA alternating-current circuit |49, which connects the reactor coils |33 and the generator coils |45,

also connectsthe opposite sides of a bridge rectifier, indexed generally at B. The bridge rectifier B uconsists of four rectifier units I5|, |53, |55, and |51. To the other "opposite sides of the bridge circuit B is connected a direct-current exciter circuit |59 which has therein a switch |3| and said electromagnetic coil |01.

It will be seen from the above that the alternating current generated by the alternating-current generator G is subject to the variable reactions of the reactor 1?.; whereas direct current would not be thus subject to reactions of such a reactor. On the other hand, it is desirable that, the exciting current in circuit '|59 be of the..di

rect current variety. This gives the reason for'l the use of alternating current in` circuit I 49 and the insertion of the bridge rectifier B.

Tracing the flowl of alternating current, it will be seen that when the flow is toward the bridge B between the rectiflers |5| and |53, that flow is resisted by the rectifier |53 but permitted by the rectifier |5| so that current appears in the circuit' |59' in the direction of the arrow. This current returns to the alternating-current circuit through rectifier |51. At the same time the rectifiers |55 and |53, prevent the incoming alternating-cur-Av rent surge from passingI back to its own circuit |49 without first passing through the' direct-current circuit |59.

On the other hand, when the alternating current reverses, the flow is toward the bridge B between the rectifiers |55 and |51, the rectiflers |51 and |5| preventing return to the alternatingcurrent circuit and forcing the flow to take place through the rectifier |55 to the direct-current circuit |59 in the direction of said arrow. Thus, whenever there is alternating current in the alternating-current circuit, there is direct-current in the direct-current circuit.

. The switch |3| in the direct-current circuit is closed whenever the arm 11 is thrown toward the left, this condition prevailing when the bell-crank 53 is rotated counterclockwise by the vacuum on piston 59. Thus, whenever a requirement exists for" drivingthe compressor 19 for cooling purposes, the frame 25 is depressed to obtain a large driving effect between the drum |3 and tire |,1, and at the same time the direct-current circuit4 |59 is closed so that the exciting coil |01 may be energized. The increased effective driving torque is then delivered through the energiaed electromagnetic inductor clutch I.

The coil |01 is promptly energized, because, whenever the tire l1 is rotated (whether under mechanical or gravity pressure), the alternatingcurrent generator G is in operation to apply alternating current potential in the alternatingcurrent circuit' |49. Even when the car is cold (suction port 59 open) anci` switch |9| open, potential is applied to circuit |49, the drive to tire I1 being by means of the gravity contact between drum I5, tire |1, then through gears 43 and 45, drive shaft 49, quill 8|, and to the armature |43.

On the other hand, the driven member 9| will not be induced into motion until the coil |01 is energized, and this is not the case until the v thermostatic control member 15 heats and closes port 69 and causes a vacuum to operate the piston 59, so that a heavier driving pressure is obtained between the drum l5 and tire |1. At the same time, the direct-current circuit is closed at switch ISI. As thev driving speed under these conditions is increased, the governor weights ||9 i'orce the armature |21 of the reactor farther toward the poles |3I, thus to increase the reactance in the alternating-current circuit |49. Thus the alternating current in circuit |49 is prevented from building up too fast with increase in vehicle speed.

This also prevents the direct current in the direct-current circuit |59 from building to too great a value. Therefore, with increased speed there is an increased percentage of slip at the lnductor I, with the result that compressor 19 at various car speeds is operated at a relatively constant speed through inductor 9|, quill 93, gears |91 and shafts |95 and |89.

Heating means which is independent of comf pressor operation is shown in Fig. 10 and comprises a circuit including a contact 99 above the bi-metal thermostat 15, the bi-metal forming another contact to make a switch which is open L when the thermostat is hot, and closedwhen the thermostat is cold. The circuit includes a lead 92 from the contact 99 to the alternatingcurrent connection between rectiiiers |5| and |59. Another lead 94 goes from the other side of the thermostat switch, through heating coils or grids 96 (located in the car) to the-other alternating-current connection between rectiers and |51.

The vthermostat has a midposition (between -into sidings near orchards and the like and are there loaded. Under such circumstances, the cars, not being in motion, require an auxiliary drive for the compressor 19. This is provided by means of a small gasoline engine |99 which carries therewith a small gasoline supply and'a starting crank I9.

The engine |59 is lconnected with-the drive shaft |99 of a centrifugal clutch |1| (Figs. 8, 9 and 10). associated with the engine shaft |69. The spider |19 carries radially springing friction shoes |15, each riveted at one end |4 to the spider and normally retracted at the other end by means of spring |11. The springs react between the rim of spider |19 and the heads of studs I5 fastened near the other ends of the shoes |15. Under centrifugal force due to increased velocity, the sprung ends of the shoes |15 engage the inner frictional surface |19 of a driven drum |9| fastened to a shaft |93 which carries `a bevel pinion |95 meshed with a bevel gear |91f The gear |91 forms a component portion of the member on which is the spur gear |31. Thus. at a predetermined speed after starting' of the engine |99, it is automatically connected to the com- 4 pressor drive. As is the case with the drive from the running gear of the car, the engine drive to the compressor 19 is through the countershafts |95 and |99. l

Referring to Fig. 13, compressor 19 has a suction inlet |91 and a compression'outlet I|99, thelatter leading to a valve 29| which is under control of the apparatus shown in Fig-11 and adapted to assume one of two positions. Inl one (refrigerating) position the compression outlet |99 is in connection with a line 295.1eading tothe condenser 291. From the condenser 291 a line This clutch consistsl of a spider |19' `zus leads to a receiver zn. The condenser zu and receiver 2li are located on the outside of the car and beneath as shown in Figs. l and 2, and are subject to cooling action of the fan |99 in connection with the natural draft due to car movement when the car moves.

From the receiver 2| cooled liquid refrigerant flows over a line 2|9 and reaches both of two expansion valves 2|5 and 2|1. A heat exchanger |8is desirable though not a necessity. By its means the refrigerant may deliver up heattothe suction line of the compressor. The expansion valve 2|5 may expand refrigerant through coils 2|9 within cylindric, hold-over brine tanks 22|, the valve 2 I 5 being under control of a thermostat 2,29 which responds to the temperature of the refrigerant leaving coil 2|9. From the coils 2|9 the expanded gas may return to the suction line |91 by way of a return line 225 and a check. valve 221. The thermostat 229 is arranged to gradually open the valve 2I5 as the temperature drops. At freezing, the valve 2li is wide open.

The fluid that gets to the expansion valve 2|1 may expand through a coil 229 which is a directcooling coil for cooling the atmosphere without any intermediate brine or the like. The expansion valve 2I1 is under control of a thermostat 29| which responds to temperature rise of the coils 229 to open valve 2|1. Expanded fluid from the coils 229 can return to the suction line |91 of the compressor 19 via lines 299, 225 and check valve 221.

The purpose of the direct-cooling cou zu is A to first assume the refrigerating load and cause the temperature of the car to be reduced quickly when the cooling apparatus and the purpose of the indirect cooling coils 2|9 in the brine tank 22| is to take up the refrigerating load as the temperature drops and to comprise a holdover for periods when the comprsor 19 isidle, as during short periods when the car is stopped at way stations and the like.

A circulating fan 291 energized from the alterhating-current generator G-| (Fig. 10) serves to circulate the cooled air throughout the car. Cooling by means of the brine tanks 22| is by convection from said fan 291 in the compartment which the plurality of tanks traverse (Figs. 1 and 2).

It is also desirable to have the apparatus arranged so that if the car goes from a warm into a cool climate, that the car is automatically heated. 'I'his is done by .providing a second line 299 from the valve 29| so that the compression line |99 into the compressor may be automatically connected thereto when automatically disconnected from the condenser line 295. This occurs whenever lthe natural cooling of the car is too great. Under such circumstances, the fluid which is normally a refrigerant is compressed into the line 299 and led to a heater coil The heat of compression is dissipated from the 24| permits the warm gas toow to the line 245 and then to the valves 2|5 and 9|1. Valve 2|1 is closed, but under cool conditions the valve 2|5 is open in response to the operation of its thermostat 229. The gas then iinds its way through the open expansion valve 2|5, coils 2|9.

through lines 219, 229. VllYe 221, line |91 and bail: to the compressor 19. Under cooling conditons the brine tanks 22| are seldom over onehalf frozen. But under heating conditions The operating settings for Fig. 13 are tabulated directly beneath it. Under normal cooling conditions the valve is opened to the condenser 201. The expansion valves 2|5 and 2|1 are each partially open. The warmer it is, the more valve 2I1 is open and the less valve 2|5 is open. The

' check valve 235 is closed to` the left. The direct expansion coil 229 is operating. The indirect expansion coils 2|9 are operating to cool the brine in the brine tanks 20|. The heating coil 24| is inoperative. The fan 231 is running and so is the fan 243; fan 231 draws air over tanks 22| and forces it through coil 229. Fan 243 draws air over tanks 22| for cooling. f

Under heating conditions the valve 20| is open to the heating coils 24|. The expansion valve 2|5 is open. The expansion valve 2|1 is closed.

The check valve 235 is open due to pressure from the left. The direct cooling coil 229 is inoperative. Both fans 231 and 243 are running lwhile the heating coil 24| is operating.- Heat is being abstracted from the brine in tanks 22| nection between lines |99 and 205 be maintained without valve 20| being used, that the apparatus is useful as refrlgerating apparatus per se, and that in such case the line 239, heating coil 24|, fan 243 and return check valves 235 may be eliminated. In such/case the form of thermostat valvev 15, 13, 69 (shown in Fig. 10) is sufcient. When, however, the heating elements are used (as illustrated in Fig. 13) then the valve 20| or its equivalent must be used. This requires the apparatus shown in Fig. 17 (also illustrated in Fig. 13) which responds to both heating and cooling in the car. So far as its functions under cooling requirements are concerned, this apparatus is equivalent to the parts with corresponding numerals in Fig. 10. The `corresponding reference numerals indicate this. However, so far as the added functioning under heating requirements are concerned, different reference characters have been applied as follows (see Figs. 13 and 17):

Numeral 13 indicates a. pipe to a cylinder 80 in which is a piston 82 normally biased, as by a spring 34 to move a mechanism to set the valve 20| to the solid-line position shown, which is itsfrefrigerating position. At this time no vacuum is in the cylinder 80, because the bellows 16 is either in the position shown (32 to 40 F. in the car), or it may be expanded (at above Fqin the car) to shut the pipe 1| (but not pipe 18). Under the latter condition it does two things; (l) causes full driving torque to the compressor 19 by reason of suction in the line 1|; and (2) sets the valve 20|" to the solid-line position (see also Fig. 13) so that the compressor' functions through the refrigeration circuit to l cause cooling.

If the bellows 16 shrinks, as upon excessive cooling (below 32 F.), then the valve 13 (Fig. 17) seats to the right to close oil' both pipes 1| and 16. Thus not only is driving torque transmitted to the compressor 19 but a vacuum in cylinder 30 draws piston 62 to the right, thus resetting valve 20| to thev dotted-line position so that the compressor operates through the heating elements of the Fig. 13 circuit.

From the above, it will be seen that when the thermostat of Fig. 10 is used that it is intended (a) that the heating elements 239, 24|, 243 and 235 of Fig. 13 shall not be used; and (b) that valve 20| is not necessary. However, when both a cooling and a. heating car is desired, then the valve 20| of` Fig. 13 is necessary. together with the type`of thermostatic control shown in Figs.

13 and 17.

The enginelis ignited by means of xa magneto |63 which includes a short-circuiting line |65 leading to a switch |61.` One contact of the switch |61 is on the arm 11 of the bell-crank 53, the said contact being grounded atA the suppprt for the arm, as shown at |2. Thus if, after the engine |6| has been started at a location to effect pre-cooling of the car as it is loaded, and said engine is left running by the operator when the train starts into motion, the picking up of the compressor drive by the. drive from the running gear of the car, results in automatically killing the engine |6| through closurev of the short-circuiting switch |81 inthe circuit |65 of the magneto |63. As the engine dies, the centrifugal clutch automatically opens, so that the engine is not driven while the compressor is under control of the drive from the .car running gear. 4

Another feature to be'noted in connection with the engine |6| is that it is geared to the governor countershaft ||5 through the compound gear train consisting of gears |85, |91, |31, |09 and ||3. The purpose of this is not to. operate the reactor R, which at the time of operation of engine |6| is dead, due to inactivity of the alternating-current generator G, but tovoperate the other alternating-current generator G-l (Fig. 10) through shafts ||5 and 19|. y

On the shaft |9| is also the-,armature of the stand-by motor M, the electrical leads of which are adapted to be plugged into an ordinary lighting circuit'when the car is not in motion but is at a location where such' a circuit is available. Under these conditions the stand-by motor M will be energized to drive the compressor and generator G-i, the former through shafts |9|, H5, gears |13, |09, |31 and shafts |35, |89. The motor M operating under substantially A constant current voltage conditions will oper-I ate at a constant speed and requires no governing control. Inasmuch as the car is not moving, the governing controls are dead at this time.

A fan |93 in a housing |95 (Fig. 3)o is used for condenser cooling purposes, as will be described, and is driven when the drive is by vehicle movement, or by the engine, or by the stand-by motor M.

The compressor 19 is such as to be equally effective when driven in either direction. Hence forward or backward movement of the car serves effectively to drive it.

The reirigferating apparatus which is to be actuated by means of said compressor 19 is of compressor |andk its refrigerating`circuit.

The heating coil 24| and its connections of Fig. 13 are omitted. Heating in this case is elected by means of a toothed rotor 251. This toothed rotorl 251 is driven froman extension 255 from quill Il (Fig. 8) which, as it will be recalled, ro-

tates continuously as the -car moves. This rotor `551 (which is also shown in Fig. 12) `rotates within a housing 255 in which is located a' peripheral electromagnetic coil the latter setting up a toric tleld which passes through the case and through the rotor 251.- 'I'he distorting effect of teeth 253 of the rotor 251 bn the magnetic iield in the -housing 255 causes the eddy currents therein to set up heating. The heat is carried oil.' by waterwhich flows through water circulating es 255 and through a hot-water heating circuit 257.I It should be understood that the casing l255 is held against rotation so that the work done by the rotor 251 is converted into heat, instead of into kinetic energy, as is Vthelcase of the electromagnetic clutch I.

Further details in regard to the theory of the heating action of a rotor such as 251 may be found byreference to said' Patent 2,156,542.

The heating circuit 251 through heating coils 255 which are suitably positioned adjacent toa fan 21| for distribution of heat to the car.

'I'he fan 21| is energized by direct current over a circuit 213 which receives current from the direct current side of the rectier B. A branch circuit 215 serves to energize the electromagnetic coil 25| on the electromechanical converter which will be hereinafter generically indicated by theindex K.

The vcircuit 213, as well as ,the branch circuit 215 is under control of a thermostatic elem'ent 211 which is responsive to temperature -conditions within the car. WhenA the temperature becomes too low, the lthermostat 211 closes,

whereby the converter K is energized andfthev fan 21| turned on. When the temperature rises ,-to a predetermined point, the thermostat 211 f ring 245 with south poles 25| and north poles 253. 'I'he poles are magnetized by windings 255. Theirvends are arcurately' formed onradii, as shown. The respective radii'of the ends of the poles 25| and 253 are greater than the radius ofthe surface on the cylindric rotor which is to be magnetized. For instance, with a radius of 5.5" 'for the rotor, a radius of 6.20" is chosen for the arcuate form of each pole 25| ,and 253. However, the opposite centers of the poles are at that when the rotor rotates within the ileld i coils |55 (Fig.'8), an alternating current of sine wave characteristics ls'formed.

It will be understood that with other numbers of poles that different constants need to be chosen to efi'ect a sine wave, the ones here indicatedl being effective to produce a sine wave under the conditions set forth. Other wave forms may also be formed by suitable modiiications.

It will be seen that whenever the vehicle stops, that the suction pump stops so that under normal leakage conditions it may be difilcult to maintain a vacuum in the line 53. This means that the switches |5| and |51 will automatically become open so that the engine may be started if desired. Furthermore, the electrical circuit being dead, the mo'tor M may be plugged in if vthis be desired. A further advantage in this respect is that the bell-crank 53 is not in a position to press down the tire I1, which would be undesirable in a hot condition of the car if stoppage were for long periods, because this would deform the tire at point of contact.

Among the advantages of the invention may be noted the provision of a quicklyjresponsive elec- -trical control means which in the transmission per se involves but one contact at the switch |5|. 'I'he contact. |51 is in arf auxiliary circuit associated with the auxiliary engine |65. Furthermore, this single contact at |5| is not called upon 'to operate very often.- This advantage arises from the new combination of the inductor drive with an energizing circuit which has an alternating-current portion in which a reaction control may be effected, and which also has a directcurrent circuit for the actual energization of the inductor. 'I'he latter inductor circuit being of direct-current type avoids all the complications incident to using an alternating current in an inductor drive. The absence of electrical contacts lends itself to great reliability in operaftion under adverse conditions, such as are met with in freight car refrigerating practice.

'Ihe combined refrigerating and heating system is eilective to maintain the load in proper condition at all times.

In view of the above, itwill be seen that .the several objects of the invention are achieved and other advantageous results attained.

As many changes could be made in carrying out the above constructions without-departing from the scope of the invention, it is intended that all matter contained in the above description between the driving and the driven means, a circuit for energizing saidclutch, said circuit having an alternating-current section and a direct-current section, a rectifier connecting said sections,

:,iasnas an alternating-current generator in said alternating-current section driven from said drivinl means, a reactor in said alternating-current circuit section, a speed responsive governor driven from said driven means and controlling said reactor to increase the reactance in the alternatingcurrent section with incipient increase in speed oi' the driven means. whereby the rectified current in said direct-current section for energizing the electromagnetic clutch is prevented from rising directly with increase in speed Aof said driving means.

2. In apparatus of the class described, driving means, driven means, an electromagnetic clutch between the driving and the driven means. a circuit for energizing said clutch, said circuit having an alternating-current section and a directcurrent section, a rectifier connecting said sections, an alternating-current generator in saidaltemating-current section driven from said driving means, a reactor in said alternating-current circuit section, a speed responsive governor driven from said driven means and controlling said reactor to increase the reactance in the alternating-current section with incipient increase in speed of the driven means, whereby the rectified current in said direct-current section for energizing the electromagnetic clutch is prevented from rising directly with increase in speed of said driving means, and temperature-responsive means for breaking the current in the directcurrent section of the circuit to deenergize the clutch.

3. In apparatus of the class described, driving means, driven means, an electromagnetic clutch between the driving and the driven means, a circuit for energizing said clutch, said circuit having an alternating-current section and a direct-current section, a rectifier connecting the sections, an alternating-current generator in said alterhating-current section driven from said driving means, a reactor in said alternating-current circuit section, a speed responsive governor driven from said driven means and controlling said reactor to increase the reactance in the alternating-current section with increase in speed of the driven means, whereby the rectified current in said direct-current section for energizing the electromagnetic clutch is reduced in proportion with increase in speed of said driving means, a switch in said direct-current section, and means responsive to temperature simultaneously to open said switch and to place said drive means in condition not to drive said driven means as said clutch 'becomes incapable ,of transmitting movement.V

4. In a vehicle, road wheels, driving means, variable friction means connecting the driving means for receiving power from said wheels, driven means, an electromagnetic clutch between the driving and the driven means, a circuit for energizing said clutch, said circuit having an aiternating-current section and a direct-current section, a rectifier connecting the sections. an a1- ternating-current generator in said alternatingcurrent section driven from said driving means, a reactor in said alternating-current section, la speed responsive governor driven from said driven means and controlling said reactor to increase the reactance in the alternating-current section with increase in speed of the driven means, whereby the rectified current in said direct-current section for energizing the electro-magnetic clutch is proportionally reduced with increase in speed of said driving means, a switch in said direct-current section, and means responsive to temperature simultaneously to open said switch and to decrease the driving friction oi' said connecting means, and vice versa.

5. In apparatus of the class described, driving means, driven means, an electromagnetic clutch between the driving and the driven means, a circuit for energizing said clutch, said circuit having an alternating-current section and a direct-current section, a rectifier connecting said sections, an alternating-current generator in said alternating-current section driven from said driving means, a reactor in said alternating-current section, a speed responsive governor driven from said driven means and controlling said reactor to increase the reactance in thealternating-current section with increase 'in speed of the driven means, whereby the rectified current in said direct-current section for energizing the electromagnetic clutch is reduced with increase in speed of said driving means, generating windings in said generator in said alternating-current section,l and a field member in said generator comprising a permanent magnet. Y

6. In apparatus of the class described, an alternating-current circuit, a rectifier therein, a direct-current circuit fed from said rectifier. an alternating-current generator having generating windings in said alternating-current circuit, a

permanently magnetized fleld member in said n generator, a driving means for said field member, driven means, a reactor in said alternating-current circuit, centrifugal means for changing the reactance in said reactor, which is responsive to the speed of the driven means, and an electromagnetic clutch between said driving `and said driven means adapted to be energized by said direct-current circuit. v

7. In apparatus of the class described, an elec-` clutch being adapted to be energized by said direct-current circuit, and means for simultaneously opening said direct-current circuit and incapacitating said driving means.

8. In a refrigerator vehicle, an electromagnetic clutch, an alternating-current circuit, a rectifier therein, a direct-current circuit fed from said rectifier, an alternating-current generator having generating windings in said alternating-current circuit, a permanently magnetized armature in said generator, a driving means for said clutch and moving said armature, a reactor in said all ternating-current circuit, centrifugal means for changing the reactance in said reactor responsive to the speed of the driven means, said electromagnetic clutch being adapted to be energized by said direct-current circuit, work means driven by said driven means adapted to control temperature, and means for simultaneously open-- ing said direct-current circuit and incapacitating said driving means responsive to a predetermined low temperature.

9. In apparatus of the class described, an alternating-current circuit, a rectifier therein, a

direct-current circuit fed from said rectifier, an u;

windings in said alternating-current circuit, a permanently polarized armature in said generator, driven means controlling the armature, driving means therefor, a. reactor in said circuit, centrifugal means for controlling said .reactor responsive'to the speed of the driven means, an electromagnetic clutch between said driving and said driven means adapted to be energized by said direct-current circuit, a variable-torque transmission to said driving means adapted normally under low torque conditions to continuously drive said generator, a vacuum pump driven by said driving means, a switch in said directcurrent circuit, and temperature responsive means adapted to break the vacuum in said pump upon cooling and to hold it upon heating, and means whereby said vacuum effects closure of said switch and increase in driving torque.

10. In apparatus of the class described, driving means, driven means, an electromagnetic clutch between the driving and driven means, an alternating-current generator connected with the driving means, an alternating-current circuit fed vby said generator, a direct-current circuit connected to the clutch, a rectier connecting the said circuits, a variable reactor in said alternating-current circuit, and governor means responsive to motion of said driven means and adapted to increase the reactance in said alternatingcurrent circuit with incipient increase in speed oi' the driven means.

11. In apparatus of the class described, an electromagnetic clutch, a driving means for the clutch, an alternating-current generator connected with the driving means, an alternatingcurrent circuit fed by said generator, a directcurrent circuit connected to the clutch. a rectifier connecting the said circuits, a variable reactor in said alternating-current circuit,and governor means responsive to motion of said drive and adapted to increase the reactance in said alternating-current circuit with incipient increase in speed.

l2. In apparatus of the class described, driving means driven means, an electromagnetic clutch between the driving and driven means, an alternating-current generator connected with the driving means, an alternating-current circuit fed by said generator, a variable reactor in said cir- 'cult, governor means responsive to motion of said driven means and adapted to increase the reactance in said circuit with incipient increase in speed of the driven means, a eld coil for energizing Asaid electromagnetic clutch, a direct-current circuit therefor, and a rectifier between said alternating-current circuit and said direct-current circuit, the alternating-current circuit ieeding current to the direct-current circuit.

13. In apparatus of the class described, driving means, driven means, an electromagnetic clutch between the driving and driven means, an alternating-current generator connected with the driving means, an alternating current circuit fed by said generator, a direct-current circuit connected to the clutch, a rectifier connecting the said circuits, a variable reactor in said alternating-current circuit, governor means responsive to motion of said driven means and adapted to increase lthe reactance in said alternating-current circuit with incipient increase in speed of the driven means, and work\means driven from said driven means and adapted to be driven at a substantially constant rate.

i 14. In apparatus of the class described, a drivarcaica 7' alternating-current generator having generating lng means, a driven means. an electromagnetic clutch coupling said means, an alternating-current generator driven from the driving means, an alternating-current circuit fed by said alternating current generator, a direct-current circuit connected to the clutch, a rectifier connecting the said circuits, a governor, a reactor in said alternating-current circuit responsive to said governor to increase reactance in the alternating-current circuit upon incipient increase in speed, said governor and said alternating-current generator being responsive to movement caused by said driving means.

15. In apparatus of the class described, a driving means, a driven means, an electromagnetic clutch coupling said means, an alternating-current generator driven from the driving means, an alternating-current circuit fed by said alternating-current generator, a direct-current circuit connected to the clutch, a rectier connecting the said circuits, a governor, a reactor in said alternating-current circuit responsive to said governor to increase reactance in the alternatingcurrent circuit upon increase in speed, said governor and said alternating-current generator being responsive to movement caused by said driving means.

16. In a vehicle, wheels, driving means, variable torque-,transmitting means associated with the driving means for receiving power from said wheels, driven means, a variable clutch between the driving and the driven means, means for variably energizing said clutch to effect a variable coupling, said last-named means effecting the variation in response to speed of said driven means. and means simultaneously to de-energize said clutch and to reduce the driving eii'ect of sali transmitting means and vice-versa.

17. In a vehicle, wheels, driving means, variable torque-transmitting means associated with the driving means for receiving power from said wheels, driven means, apparatus operated by said driven means, an electromagnetic clutch between the driving and the driven means, electric means for variably energizing said clutch to effect a variable coupling, said last-named means effecting the variation in response to speed oi' said driven means, and means simultaneously to de-energize said clutch and to reduce the driving eiIect of said transmitting means and viceversa.

18. In a drive, driving means, driven means, an electromagnetic clutch, a mechanical drive from said driving means to said clutch. a mechanical drive from said clutch to said driven 'means an alternating-current generator connected with the driving means and adapted to be driven therefrom, an alternating-current circuit from said generator, a direct-current circuit connected to and energizing the clutch, a rectiiier connecting said circuits, a reactor connected with said alternating-current circuit, and a governor responsive to move of the driven means controlling said reactor to increase the reactance in said alternating-current circuit when the speed of said driven means tends to increase.

19. In a drive, driving means, driven means, an electromagnetic clutch, a mechanical drive from said driving means to said clutch, a mechanical drive from said clutch to said driven means, an altemating-current -generator connected with the drivingmeans and adapted to be driven therefrom, an alternating-current circuit from said generator, a reactor associated with said alternating-current circuit, a governor responsive to movement of the driven means controlling said reactor to increase the reactance in said alternating-current circuit when the speed of said driven means tends to increase, a rectiner fed by seid alternating-current circuit. a direct-current circuit fed by the rectiiler, and a neld coil in the electromagnetic clutch which is fed by said direct-current circuit.

20. In apparatus ot the class described, driving means, driven means, an electromagnetic clutch between the driving and driven means. an exciting coil therein, an alternating-current generator connected with the adapted to be driven therefrom, an alternatingcurrent circuit from said generator. a reactor connected with said alternating-current circuit, means responsive to movement oi' the driven means adapted to cause said reactor to increase the reactance in said alternating-current circuit when the speed of said driven means tends to increase, a direct-current circuit feeding said exciting coil and connected with said alternatingcurrent circuit, and a rectiier in the connection between circuits.

21. In a vehicle drive, driving means, work means, an electromagnetic clutch, a mechanical driver in said driving means to said clutch, a mechanical driven means from said clutch to said work means, an alternating-current generator connected to and driven by the driving means, an alternating-current circuit i'ed by said,

generator, a reactor connected with said alternating-current circuit, a governor responsive to movement ofthe mechanical driven means adapted tocontrol said reactor to increase the reactance in said alternating-current circuit with increase in speed current circuit for energizing said clutch, a rectier connecting said circuits, a switch in the direct-current circuit, and temperature responsive means adapted to open and close said switch.

22.v In a vehicle drive. driving means. work means, an electromagnetic clutch, a mechanical driver in said driving means to said clutch, a mechanical driven means trom said clutch to said work means, an alternating-current generator connected. to and driven by the driving means, an alternating-current circuit connected to and ied from said generator, a reactor condriving means and of said work means. a direct` nected with said alternating-current circuit. a governor responsive to movement oi the mechanical driven means adapted to control said reactor to increase the reactance in said alterhating-current circuit with increase in speed oi' said work means, a direct-current circuit for energizing said clutch, a rectiiier connected between said circuits, a switch in the direct-current circuit, temperature responsive means adapted to open and close said switch, and means to vary the driving ability of said driving means with opening and closing of said switch. L

23. In a vehicle, driving means, driven means, an electromagnetic clutch therebetween, an a1- ternating-current generator connected to and driven by the driving means, alternating-current lines from said generator, a reactor connected with said alternating-current lines, a governor responsive to movement oi' the driven means adapted to control the reactor to increase the reaction in said alternating-current circuit when the vspeed o! said driven means tends to increase, rectii'ying means in said altemating-current circuit. and a direct-current circuit i'ed from said rectifying means and variably energizing said electromagnetic clutch in an inverse ratio to the speed of the driven means.

24. In a vehicle, driving means, driven means, an electromagnetic clutch therebetween, an alternatlng-current generator connected to and driven by the driving means, alternating-current lines from said generator, a reactor connected with said alternating-current lines. a governo! responsive to movement of the driven means adapted to control the reactor to increase the reaction in said alternating-current circuit when the speed oi said driven means incipiently increases, rectitying means in said alternatingcurrent circuit. a direct-current circuit fed from said rectiiying means and energizing said electromagnetic clutch, a switch in said direct-current circuit, and means responsive to temperature adapted upon abnormally warm conditions to increase the driving capacity o! said drive and to cause closure of said switch. 

